Energizer for petroleum fuels



Feb. 3, 1953 K. c. ALWARD ENERGIZER FOR PETROLEUM FUELS Filed May a, 1942 INVENTOR WITNESS Patented Feb. 3, 1953 UNITED STATES PATENT OFFICE 4 Claims.

This invention relates to petroleum fuel devices, and has for a principal object, the utilization of fuel oils as the equivalent of gasoline in internal-combustion engines with increased efficiency, economy, and performance, and/or the minimization of the fire hazard in combat aeroplanes.

It contemplates more especially, a controlled explosive acceleration of motor fuels by features of this invention and actions self contained in the engine.

Preference for the utilization of the more abundant fuels (lower octane oils), in spark-ignition engines is becoming more evident for tractors,

transport trucks, stationary powerplants, etc., bee cause of the more possible horsepower-hours per gallon, due to more calories or heat-units being inherent in the distillate over those of gasoline, and/or the lower cost per gallon. However, due to incomplete combustion, the work output of fuel oils and gasoline have been about the same.

Whereas, autos, busses, aircraft for training purposes, and the like are not at all equipped with manifolds to utilize low-octane fuels, this vitalizer device could provide for the conversion to such operation.

Practical experimentation has convinced the inventor that fuel oils, energized with this vitalizer, are equal in performance in every respect (including speed) to gasolineunder continuous operating conditions-and the greater power factor per gallon renders fuel-oil operation to be more economical.

By the use of this energizer, power and speed would be increased by twenty percent or more, whether gasoline or fuel oil is used, due to more oxygen (air) being supplied to the motor cylinders, because of the elimination of carburetor throat restriction or venturi.

This vitalizer will also enhance the performance of gasoline under zero weather conditions, and it may be cut off at will. Of course, shifting to gasoline must be provided for starting and short trips.

In motor starting problems, actual situations have shown--that, unless gasoline becomes vaporized-it is difficult or impossible for it to reach the cylinders with a proper mixture of air. At temperatures of ten degrees below zero or colder such result becomes prevalent, unless a very highoctane gasoline is employed. Therefore, an atomizer-incorporating the same principle as the energizer, is included herein.

Manifold improvements, or efforts to apply heat to the vaporized fuel mixture, have been the principal method in the practice of prior art in adapting liquid fuel burning engines for operation with fuels of low octane characteristics. But, insufficient percentages of the fuel particles vaporized by the carburetor will contact the warm interior surface of the integral intake and exhaust manifold.

This vitalizer invention solves the problem by directly heating all of the fuel utilized by the carburetor.

As extensive tests have demonstrated the successful operation of this innovation for method and technique in motor fuel combustion, I hereby outline my invention:

One object of this invention is to provide an extravitalizing treatment for liquid motor fuelsenhancing energization qualities previous to vaporization by the carburetor.

An object is to locate the heating units with appropriate reference to the exhaust system of the engine.

Another object is to provide extended surface area for improved heat transfer to liquid fuels.

And an object is to facilitate entrance and exit of such revitalized fuels, by reference to the openings in the devices.

A further object is to provide for the conveyance and/or circulation of fuel between the heating chamber and carburetor.

A still further object is to regulate and control the circulated fuel by means of a communicating thermostatically actuated regulator valve and with restricted throats and contour passageways.

And again an object is to preheat the engine fuel, leading to the carburetor, and to control its temperatureincreased in this action.

Also an object is to provide a novel fuel atomizer, heated by an electrical resistance unit, for expeditious starting of the motor under zero weather and/or low octane fuel conditions, with energetic appearance.

Other objects and advantages will appear from the following description of an illustrated embodiment of the present invention.

Drawings.-Their identification Fig. I is a view in elevation of a combination intake and exhaust manifold of an engine, with appurtenances, all in assembled association.

Fig. II is an axial bisectional view in elevation of the energizer heating chamber.

. Fig. III is a transverse cross-sectional view of the energizer heating chamber, taken along lines b--b of Fig. I.

Fig. IV is an elevational view of an axial bisection of the atomizer.

Fig. V is a view of an axial bisection of the energizer stabilizer in elevation.

Fig. VI is an oblique view of the energizer stabilizer.

Fig. VII is a top view of the pre-heater.

Fig. VIII is a view of the side elevation in crosssection of the pre-heater, taken along lines cl-d of Fig. VII.

Fig. IX is an axial bisectional view of the equalizer (temperature) in side-elevation.

Now referring more specifically to Fig. I, the motor fuel is received from the supply tank (not shown), thru the lead-in tube I, and thence thru the filter F. An air intake check valve 2 is provided for introducing air pressure to the fuel tank (if pressure feed is desired).

From the filter F, fuel passes thru the anterior orifice 24 of the equalizer G into the cavity X of the equalizer (thermostatic controller) G of Fig. IX, which is bolted together, and may be made of plastic.

When the incoming fuel reaches the selected temperature (governed by the choice of thermostat used, and/or adjustments not material to the principle of this invention), the thermostat 4 5 will open and cause the equalizer G to move outwardly and swing the pre-heater H (which is cojoined to G), outwardly and away from the combination exhaust and intake manifold C, due to the flanged tip 45 of the plunger rod 26 being flexibly joined by a socket (not shown) included on the manifold (and said rod 26 being moveable in the hole 28), and the cojoined assembly being hinged at holes, 22 by means of pin 23.

Conversely, as the temperature recedes, the cojoined unit assembly (G and H), assisted by the compression spring 65 of Fig. IX, will return to allow the pro-heater 'H to again approach or recontact the hot surface of the integral intake and exhaust manifold C.

Passing out of the equalizer G thru the orifice 21 and into the cavity Y of the pre-heater H of Figs. VII and VIII (thru the anterior orifice 3), nibs or protuberances are provided to increase the heat transfer from the metal body of the pre-heater H to the fuel, and the asbestos (or the like) insulation 2| serves to retain the heat.

The pre-heater H helps to prepare the fuel for more complete combustion in the engine (and is especially necessary with the very heavy oil fuels); also, if the same were built exceedingly large, it might supplant the heating chamber A as a principal feature of this invention.

Thru a continuance of the fiexible delivery tube 4 at the orifice E9, the preheated fuel passes into the carburetor bowl D of the carburetor E, where portions are released into the air stream.

Thence, by gravity, the fuel flows into and thru the cavity W of the stabilizer B (thermostatic regulator) of Fig. V, thru the manual control valve 5 and the conveyance tube 5 into the heating chamber A, thru orifice l.

The heating chamber A is located (for illustrative and exemplary purposes) within the cavity V of the manifold (L and the hot gases pass along its exterior, which is provided with exturbances or fins 8 with a large surface area to absorb the heat. Also, the interior of A (Figs. II and III) is constructed with protuberances or nibs 9, increasing the surface area thereof, to enhance heat transfer to the fuel contained therein.

The expansion and/or vaporization of the heated fuel in chamber A will cause it to rise by buoyancy and return to the carburetor bowl D. Most of the vapor so returning will be condensed by and when passing into and thru the relatively cooler liquid fuel of the float chamber D. Ade quate provision is made for whatever remains (controlled by regulating devices hereinafter explained), to be passed into the carburetor intake by means of the tube 43.

The heated liquid fuel of the bowl D is further vaporized by the carburetor jet or nozzle, in the conventional manner and is then distributed in vapor form with a mixture of air to the engine cylinders, by means of the intake ducts of the integral manifold C and the valves of the engine.

Under constant operating conditions, a major percentage of the fuel (up to ninety precent), may be vaporizedadding significantly to the combustion efficiency of the engine fuel, by attendant faster acceleration of the explosionthus lessening repulsive back pressure on the engine pistons (the ignition timing of the spark being retarded and complete combustion being effectuated in a relatively quicker moment) and also, by naturally increasing manifold pressure (because of eliminating the necessity of carburetor throat restriction in the venturiheretofore needed to draw fuel thru the jet). Motor fuels, vaporized by methods other than intake vacuum on the carburetor nozzle, require no manifold suction.

As another method of technique, a circulating pump, also communicating with the bottom of A and carburetor bowl, could be employed, as an equivalent of gravity and buoyancy.

To shut-off the energizer when gasoline is used (not cut-01f in cold weather), and to provide a variable resistance to the flow of fluid fuel, a manual control valve 5 is used in series communication with the bended tube and/or winding conduit 6, which acts as a delaying coil. These devices, being so arranged, regulate the performance and/or adjust the operation of the heating chamber A, by controlling the height and/or amount of liquid fuel contained and exposed to heat therein, which it receives from the carburetor reservoir D.

The novel regulating devices and/or arrangements included in this invention, accomplish control of fuel heat and/or all attendant vaporization, in a unique and/or successful manner under constant operating conditions. Adjustable and/ or variable carburetor deviation is employed to achieve complete fulfillment. Explanation of normal conduct follows.

It is a comprehensible fact, that whilst a light and/or buoyant gas or vapor is flowing upward, under forcible repulsion, in a relatively small tube, such egressing motion will arrest the concurrent downward issue of liquid above said vapor, which is predisposed, by gravitation, to descend thru the same tube.

Such is the performance of the conveyance tube 5 (connected to the retort A), in regulating fuel fiow and the resultant heat content of the fuel so prepared, and available to the carburetor. Especially noteworthy, in view of this objective, is the arrangement for winding conduits and/or, also, constrictions within intercourse of said tube "5, which said winding tube or delaying coil and conduit resistances communicating therewith (5) contribute to restrain and/or estop the flow of fuel from the carburetor bowl D to the heating chamber A whenever thermo-expansive action is vessel A will absorb very much fewer calories of heat'than will its companionate liquid fuel (because of lessened density of contacting matter) and the relative transfer of heat units will be directly proportional to the ratio of the liquid divided by vapor content of said retort A, which proportion is ruled by the action executed by the stabilizer B, the tube 6, long, winding passageways, the manual control valve 5, and reduced openings-herein described and explained.

The stabilizer B of Fig. V comprises a thermostatic unit I4, made of metal wire of great efficient of thermal expansibility (such as brass, copper-steel, etc.), anchored to the adjustable pipe nipple l3 and secured to poppet I 5, which cooperates with valve seat I6, made integral with or inserted in the cap plate I8. The valve I5 is adjustable by turning the threaded nipple I3, which is secured by the lock nut l'l.

When the fuel exceeds the desired temperature (selected by adjustment either as approaching 1 or as exceeding the boiling point, as per operating conditions) the expansion of the element [4 will cause the tapered poppet IE to enter the conical opening of seat l6 (thus preventing fuel from entering heating chamber A for additional conditioning). Sufficient resiliency is inherent in the thermostat M to allow residual vapors of A to pass thru the valve opening l6, and in so doing, prevent liquid fuel from passing into tube 6.

Conversely, when the temperature recedes, the valve will gradually open.

Also, the manual valve 5 of Fig. I will assist as a regulator of energized fuel after it has reached the stage of vaporization.

The motor fuel thus generated by the heating chamber will explode more responsively than the conventional heat treatment attempted by especial manifold design, wherein insufficient ratio of the fuel particles will touch the warm interior surface of the intake manifold.

With the energizer, complete heat contact Will be made with engine fuel, and no danger has ever been experienced in its tests.

While my invention is illustrated and described in conjunction with a down draft carburetor, it may equally well be applied to one of horizontal or of up draft type. Accordingly, the recommended method for conversion to energizer operation with updraft carburetors and exhaust manifold vertically upward, is to reverse the manifold vertically, equip with a down-draft carburetor, and return the exhaust pipe upward with exhaust tubing.

Also, installation can be made by piping the exhaust downward below the up-draft carburetor, install the energizer, and again return the exhaust upward, if so desired.

A manifold designed with exhaust upward and intake upward or horizontal would be ideal for tractor operation.

For trucks, busses, or autos an appropriate arrangement already exists, with carburetor in an elevated position and with exhaust below.

For the initial starting of the motor with gasoline under zero weather situations, and/or starting with low-octane fuels in normal temperature surroundings, an atomizer I (Fig. I) is provided, comprising an electrical resistance unit 3| of Fig. IV (made of Nichrome or iron), projected as to obtain extended length in a small space, is anchored to the metal nipple 29, which is secured by the lock nut 30. The said heating element ends in a connection to electrical terminal 32.

The body of the atomizer I is preferably made of plastic, or of metal and lined with insulating material, and conical shaped with semicircular protuberances to resemble a classical beehive. At the bottom an opening is provided to accommodate the drain plug 35.

From the storage battery of the vehicle, current is conducted thru a switch (not shown), and thru the conductor wire 33, and thence thru the heating element 3!, causing the gasoline (normally contained in the cavity Z of the atomizer I), to become heated to an expansive, vaporization, or boiling point, whereupon it is forced, thru the conductor tube 34, into the bowl of carburetor D.

Sustained continuance for a brief period will cause the gasoline in the carburetor to become Warm or hot (eliminating icing in aircraft, autos, etc.), thereby facilitating its easy relay to the engine cylinders and responsive explosion therein. Heating element inserted in insulated coils are modified forms.

My invention has been illustrated and described in the practical form of an operative construction, leaving the consideration of scientific and technical aspects in the provinces of their respective spheres. Furthermore, it is to be understood, that optional alteration and/or omissions could be practiced within the principle of the invention, and including the scope of the appended claims.

I claim therefore as my invention:

1. In an internal combustion engine having an exhaust manifold and a carburetor supplying liquid and vaporized fuel to the engine, the combination of a vaporizer comprising a preheater movably mounted on the exhaust manifold for supplying heated fuel to the carburetor, means for moving said preheater away from said manifold to vary the heating, a retort heated by the manifold and arranged to be supplied with liquid fuel from the carburetor and to feed vaporized fuel to the carburetor.

2. A system according to claim 1 in which a conduit connects the carburetor with said retort, by which plan the liquid fuel is supplied to the retort from the carburetor and the vaporized fuel issues from the retort to the carburetor.

3. A system according to claim 2 in which the conduit is controlled by a thermostatic valve.

4. In an internal combustion engine having an exhaust manifold and a carburetor supplying liquid and vaporized fuel to the engine, the combination of a vaporizer comprising a preheater movably mounted on the exhaust manifold for supplying heated fuel to the carburetor, means for moving said preheater away from said manifold to vary the heating, a retort heated by the manifold and arranged to be supplied with liquid fuel from the carburetor and to feed vaporized fuel to the carburetor, said preheater being provided with a thermostatic means to move the heater away from the manifold as the temperature increases.

KENNETH CUTLER ALWARD.

(References on following page) REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date Chadwick May 25, 1909 Morse June 14, 1910 Bassford July 28, 1914 Dixon Aug. 3, 1915 1Q Ver Planck Feb. 12, 1918 Bernett Mar. 6, 1923 Brockney July 3, 1923 Number Number 8 Name Date Modlin, Jr. Oct. 27, 1925 Taub July 3, 1928 Bartley Sept. 18, 1928 Love Sept. 17, 1929 Beals Dec. 17, 1929 Bernstrom Feb. 19, 1935 Cunningham et a1. June 9, 1942 FOREIGN PATENTS Country Date France Nov. 29, 1921 France May 21, 1927 

